TWI804583B - Fuel supply system with improved carburetor for internal combustion engine, internal combustion engine and related motor vehicle - Google Patents
Fuel supply system with improved carburetor for internal combustion engine, internal combustion engine and related motor vehicle Download PDFInfo
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- TWI804583B TWI804583B TW108106649A TW108106649A TWI804583B TW I804583 B TWI804583 B TW I804583B TW 108106649 A TW108106649 A TW 108106649A TW 108106649 A TW108106649 A TW 108106649A TW I804583 B TWI804583 B TW I804583B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M23/00—Apparatus for adding secondary air to fuel-air mixture
- F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
- F02M23/08—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on pressure in main combustion-air induction system, e.g. pneumatic-type apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M23/00—Apparatus for adding secondary air to fuel-air mixture
- F02M23/02—Apparatus for adding secondary air to fuel-air mixture with personal control, or with secondary-air valve controlled by main combustion-air throttle
- F02M23/03—Apparatus for adding secondary air to fuel-air mixture with personal control, or with secondary-air valve controlled by main combustion-air throttle the secondary air-valve controlled by main combustion-air throttle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/1015—Air intakes; Induction systems characterised by the engine type
- F02M35/10196—Carburetted engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/1015—Air intakes; Induction systems characterised by the engine type
- F02M35/1019—Two-stroke engines; Reverse-flow scavenged or cross scavenged engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M7/00—Carburettors with means for influencing, e.g. enriching or keeping constant, fuel/air ratio of charge under varying conditions
- F02M7/23—Fuel aerating devices
- F02M7/24—Controlling flow of aerating air
- F02M7/26—Controlling flow of aerating air dependent on position of optionally operable throttle means
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Control Of The Air-Fuel Ratio Of Carburetors (AREA)
- Means For Warming Up And Starting Carburetors (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
Abstract
Description
本發明係有關於一種具有用於內燃機的改進型汽化器之燃料供應系統、一種包括燃料供應系統之內燃機以及一相關機動車輛。 The present invention relates to a fuel supply system with an improved carburetor for an internal combustion engine, an internal combustion engine comprising the fuel supply system and a related motor vehicle.
眾所周知,不論是否為二行程或四行程,儘管使用了觸媒劑及特定火花提前映射(spark advance mapping),具有汽化器之內燃機是難以微調且承受污染排放物等問題。 It is well known that internal combustion engines with carburetors, whether two-stroke or four-stroke, despite the use of catalyzers and specific spark advance mapping, are difficult to fine-tune and suffer from polluting emissions.
二行程內燃機中具有特別高的污染排放物,特別是在沒有一有效燃燒室(靜止(quiescent)燃燒室)之二行程內燃機,亦即,沒有“壓擠(squish)”區域且其無法使用截止(cut-off)系統,油會與氧化空氣(oxidizing air)一起懸浮。 Pollutant emissions are particularly high in two-stroke internal combustion engines, especially in two-stroke internal combustion engines that do not have an active combustion chamber (quiescent combustion chamber), that is, there is no "squish" zone and it cannot be used off (cut-off) system, the oil will be suspended together with the oxidizing air.
實質上由於未燃燒的油及碳氫化合物所造成的污染排放物在加速器之釋放步驟中是特別的高。確切地,在這些狀況下,由於缺乏截止閥,汽化器容許吸入藉由活塞所產生之低壓(depression)所吸引(drawn)之燃料,而此燃料混合於潤滑油。 The polluting emissions due to substantially unburned oil and hydrocarbons are particularly high in the release step of the accelerator. Precisely under these conditions, due to the absence of a shut-off valve, the carburetor allows the intake of fuel drawn by the depression generated by the piston, which is mixed with the lubricating oil.
因此,一油及燃料懸浮物可建立在實質上缺少或具有少許氧化劑(亦即,空氣)之一環境中,此懸浮物經由內燃機排氣管噴射,如此顯著地增加污 染排放物。 Thus, an oil and fuel suspension can build up in an environment that is substantially devoid of or has little oxidizer (i.e., air), and this suspension is injected through the exhaust of an internal combustion engine, thus significantly increasing pollution. pollution emissions.
再者,隨著時間,未燃燒碳氫化合物及油傾向於污染通常使用在排氣管上游之觸媒裝置,因此在所有操作狀況下影響或危及其操作且更是增加內燃機之污染排放物。 Furthermore, over time, unburned hydrocarbons and oils tend to contaminate the catalytic devices normally used upstream of the exhaust pipe, thus affecting or endangering their operation in all operating conditions and moreover increasing the polluting emissions of the internal combustion engine.
如所示,此一現象特別是發生在汽油控制的釋放步驟中,如果藉由突然地關閉,汽化器之節流閥建立一強大低壓,此低壓將一增量的未燃燒燃料及油吸引至燃燒室中。 As shown, this phenomenon occurs especially during the gasoline-controlled release step, if, by closing suddenly, the throttle valve of the carburetor builds up a strong low pressure which attracts an increased amount of unburned fuel and oil to the combustion in the room.
到目前為止,藉由將汽化器供給切換為電子噴射中之一者時,實質上解決了這些缺點,電子噴射容許在汽油之釋放狀況下進行一快速且有效的截止。 To date, these disadvantages have been substantially resolved by switching the carburetor supply to one of electronic injection, which allows a quick and efficient cutoff in gasoline release conditions.
然而,由於切換為顯著地較為複雜的噴射供給,因此此解決方案增加了整體成本。 However, this solution increases the overall cost due to switching to a significantly more complex injection supply.
因此,不需將汽化器切換為噴射供給,需要解決參考習知技術中所提及之缺點及限制,藉以限制內燃機之燃料供應系統之成本及建構複雜度。 Therefore, there is no need to switch the carburetor to injection supply, and it is necessary to solve the disadvantages and limitations mentioned in reference to the prior art, so as to limit the cost and construction complexity of the fuel supply system of the internal combustion engine.
此一需求藉由根據申請專利範圍第1項之用於內燃機之一種燃料供應系統、根據申請專利範圍第12項之一種內燃機及根據申請專利範圍第13項之一種機動車輛而滿足。
This need is met by a fuel supply system for an internal combustion engine according to claim 1, an internal combustion engine according to
4:燃料供應系統 4: Fuel supply system
8:內燃機、引擎 8: Internal combustion engine, engine
12:主供應導管 12: Main Supply Conduit
16:節流閥 16: Throttle valve
20:汽化器 20: Vaporizer
24:燃燒室 24: Combustion chamber
26:泵浦箱 26: Pump box
27:主空氣過濾器 27: Main air filter
28:額外空氣導管 28: Extra Air Duct
29:汽缸 29: Cylinder
32:第二閥 32: Second valve
36:空氣過濾器 36: Air filter
40:分導管 40: branch conduit
44:旁通導管 44: Bypass conduit
48:入口 48: Entrance
本發明之更多特徵及優點將經由其以下較佳且非限制實施例之說明而更易理解,其中:第1圖表示根據本發明之一第一實施例之用於內燃機之一燃料供應系統之 一示意圖。 Further features and advantages of the present invention will be better understood through the description of the following preferred and non-limiting embodiments thereof, wherein: Fig. 1 shows a fuel supply system for an internal combustion engine according to a first embodiment of the present invention A schematic diagram.
第2圖表示根據本發明之一第二實施例之用於內燃機之一燃料供應系統之一示意圖。 Fig. 2 shows a schematic view of a fuel supply system for an internal combustion engine according to a second embodiment of the present invention.
以下所述實施例中相同的元件或部分的元件將會使用相同數字來指示。 The same elements or parts of elements in the embodiments described below will be denoted by the same numerals.
參考上述圖式,根據本發明之用於內燃機8之一燃料供應系統之一整體示意圖是整體地指示為4。
Referring to the above-mentioned figures, a general schematic diagram of a fuel supply system for an
為了本發明之目的,值得注意的是內燃機一詞是以廣義方式而考量,包括任何引擎類型或構造、包括兩行程及四行程吸熱引擎(endothermic engines)種類中之鄂圖循環(Otto cycle)與狄塞爾循環(Diesel cycle)兩者以及旋轉式引擎(汪克爾(Wankel))。 For the purposes of this invention, it is worth noting that the term internal combustion engine is considered in a broad manner to include any engine type or configuration, including the Otto cycle and Both the Diesel cycle and the rotary engine (Wankel).
再者,引擎的類型與可安裝引擎之車輛的類型完全無關。 Furthermore, the type of engine has absolutely nothing to do with the type of vehicle on which the engine can be installed.
如所述,經由本發明解決了以一汽化器所供應之機動車輛的特定優點,其特徵為污染排放物之重大限制,但其在任何情況下仍是可應用在汽車、總的來說是工業車輛及機動車輛、引擎發電機、鏈鋸、割草機及類似物。 As stated, the specific advantages of a motor vehicle supplied with a carburetor are solved by the invention, characterized by a significant limitation of polluting emissions, but which in any case are still applicable in automobiles and in general in industry Vehicles and motor vehicles, engine generators, chain saws, lawn mowers and the like.
摩托車一詞意指具有至少兩個輪子(即一前輪及一後輪)之一運動摩托車。因此,三輪摩托車亦落入於此一定義中,例如,舉例來說,位在前軸之兩成對導向輪及位在後軸之一驅動輪之摩托車,而且此摩托車亦可包括位在前軸之一導向輪及位在後軸之兩個驅動輪。最後,在前軸具有兩個輪子及在後軸具有兩輪子之所謂的四輪摩托車是落入於此摩托車之定義中。 The term motorcycle means a sport motorcycle having at least two wheels, ie a front wheel and a rear wheel. Accordingly, three-wheeled motorcycles also fall within this definition, such as, for example, two pairs of guide wheels on the front axle and one drive wheel on the rear axle, and such motorcycles may also include One guide wheel on the front axle and two drive wheels on the rear axle. Finally, so-called quadricycles with two wheels on the front axle and two wheels on the rear axle fall within the definition of this motorcycle.
根據本發明之用於內燃機8之燃料供應系統4包括提供有一汽化器20之一節流閥16之一主供應導管12,汽化器20配置以提供一空氣/燃料混合物至內燃機。
The
值得注意的是,節流閥16意指適於調整主供應導管12之導管寬度之任何類型的遮閉裝置,節流閥16被插置於主供應導管12中;為了此目的,可使用藉由一轉動板狀元件所形成之一典型節流閥16及適合此目的之更多裝置(例如,舉例來說,截斷閥(guillotine valve)、扇形閥(sector valve)等)。
It is worth noting that the
此外,汽化器20的概念也是以廣義方式意圖包括可適於將空氣流混合於燃料流(例如,舉例來說,汽油)之任何裝置。因此,汽化器20可具有任何形狀及尺寸,可整體機械化或亦提供自動化(autimatisms)及對其調整的電子零件。
Furthermore, the concept of
主供應導管12便利地連接至內燃機8;舉例來說,當典型地發生在二行程引擎時,主供應導管12直接導向一燃燒室24內及/或一泵浦箱26內,藉此供應內燃機8之至少一汽缸29。
The
以已知方式將一主空氣過濾器27較佳地安排在節流閥16上游之主供應導管12之上。
A
燃料供應系統4更包括提供有一第二閥32之一額外空氣導管28,第二閥32配置以提供一額外部分空氣至內燃機8。
The
特別地,額外空氣導管28之空氣係被輸送至內燃機8。根據一可能的實施例,額外空氣導管28之空氣可被送至內燃機8之曲柄箱室(crankcase chamber)內或亦可被直接送至泵浦箱26內。
In particular, the air of the
如第2圖所示,額外空氣導管28之空氣可在節流閥16下游及燃燒室24之輸入上游與來自主供應導管12空氣混合。
As shown in FIG. 2 , the air in the
舉例而言,額外空氣導管28可連接至安排在節流閥16下游之主供應導管12之一部分,藉此將一額外空氣流輸送至燃燒室24內。
For example, the
有利地是,如後續較佳的說明,基於位在節流閥16下游之主供應導管12中之壓力及/或藉由節流閥16之位置而控制第二閥32。
Advantageously, the
值得注意的是,後續在說明書中所表達的“下游”及/或“上游”是經常參考內燃機8內之空氣的自然吸入流而考慮;因此,“上游”側經常是在空氣過濾器側或在任何情況下是在燃料供應系統4中之空氣輸入側,而“下游”側經常朝向燃燒室24側且通常是在內燃機8側。
It is worth noting that the expressions "downstream" and/or "upstream" that follow in the description are often considered with reference to the natural intake flow of air within the
額外空氣導管28提供有其本身之一空氣過濾器36,空氣過濾器36安排於第二閥32上游;有利地是,額外空氣導管28是分離於主供應導管12之主空氣過濾器27。由於此分離,此兩導管就流體動力學觀點而言不相互影響。特別是在汽油控制之釋放步驟中,由於在主供應導管12與額外空氣導管28之間之上游處的流體分離,此容許額外空氣導管28改進內燃機8之操作狀況。
The
根據一可能的實施例,第二閥32係經由一分導管40而流體連接至主供應導管12,使得進入主供應導管12之壓力直接作用在第二閥32。
According to a possible embodiment, the
較佳地,為了此目的將第二閥32安排接近於節流閥16及導管12,以最小化經由分導管40負載損失(losses of load)。
Preferably, for this purpose the
值得注意的是,第二閥32不容許主供應導管12與額外空氣導管28之間之空氣質量之直接交換。
It is worth noting that the
換言之,當也提供第二閥32時,分導管40不容許主供應導管12與額外空氣導管28之間之空氣質量的直接交換,而只是作為經由分導管40使得節流閥16之低壓下游(特別是後者在關閉的狀況下)可影響第二閥32,因此造成第二閥32開啟且因此容許額外空氣流之通行。
In other words, when the
因此,第二閥32可做為經由主供應導管12中之一低壓所控制之一真空閥,並且舉例來說,第二閥32可為一隔膜閥(membrane valve)。
Thus, the
如所示,節流閥16與第二閥32可相互機械連接,藉此根據節流閥16之位置而開啟/關閉額外空氣導管28。
As shown, the
此機械連接導致不再需要分導管40,然而可保留分導管40以容許
第二閥32之位置之一雙重控制。
This mechanical connection results in no need for the
在節流閥16與第二閥32之間的直接機械連接的情況下,第二閥32之操作係為一機械類型,但在任何情況下,第二閥32是相關於節流閥16下游之主供應導管12中之壓力。確切地,主供應導管12中之節流閥16的實體位置是在相同節流閥16之下游處創立了對應壓力值。
In the case of a direct mechanical connection between the
較佳地,燃料供應系統4被校準,使得當節流閥16為關閉時,第二閥32被開啟以允許空氣流,例如在燃燒室24中得到具有介於14.3與14.7之間之一滴定度(titre)之空氣與燃料之一混合物。
Preferably, the
根據一可能的實施例,燃料供應系統4包括自額外空氣導管28分支之一旁通導管44。
According to a possible embodiment, the
此旁通導管44容許又一額外空氣流之吸入,此又一額外空氣流並不承受第二閥32之作用;換言之,旁通導管44之分支發生在第二閥32之下游。因此,藉由旁通導管44所吸入之空氣在燃燒室24內建立了一連續儘管有限的流動,此流動作為抑制內燃機8之脈動(pulsation)。
This
旁通導管44之一入口48可依次連接至主空氣過濾器27,藉以接收主空氣過濾器27所過濾之空氣。
An
特別地,旁通導管44係將主空氣過濾器27連接於主供應導管12(第2圖)或將主空氣過濾器27連接至燃燒室24內或泵浦箱26內(第1圖)。因為旁通導管44為額外空氣導管28之一分支,旁通導管44定義了主空氣過濾器27與主供應導管12之間或主空氣過濾器27與燃燒室24之間的一直接通道。由於此配置,旁通導管44容許朝向內燃機之一空氣之直接環流(circulation),當第二閥32或節流閥16發生故障時是方便校準的。
In particular, a
既使是在一縮減負荷下,上述方式容許內燃機連續地運作。 Even at a reduced load, the above approach allows continuous operation of the internal combustion engine.
建設性地,額外空氣導管28定義一分導管,此分導管截斷旁通導
管44。因此,旁通導管44係分隔於第二閥32,第二閥32係沿著額外空氣導管28而被提供。以此方式,旁通導管44是獨立於第二閥32。在所述的閥之其中一或二者故障的情況下,來自主空氣過濾器27之空氣流直接流入旁通導管44,此旁通導管44截斷主供應導管12或曲柄室,使得空氣流供應至內燃機。
Constructively, the
藉由所述內容可察知,本發明容許克服已知技術中之缺點。 From what has been said it can be seen that the invention allows to overcome the disadvantages of the known art.
特別地,由於使用額外空氣導管28,一適當空氣流可提供至內燃機(亦可在釋放步驟中),藉此容許在加速器之釋放步驟中使燃燒室24中或泵浦箱26中之吸入氣體與油之燃燒。
In particular, thanks to the use of the
在燃燒室24或泵浦箱26中所建立的低壓係在節流閥16下游處之部分的主供應導管12產生了一低壓。雖然節流閥16是關閉的,此低壓容許第二閥32的開啟,藉此容許空氣流輸入至燃燒室24內或泵浦箱26內。因此,所接收之空氣流的氧氣結合燃燒室24中或泵浦箱26中之未燃燒的碳氫化合物而燃燒。
The low pressure established in the
藉此,顯著的降低在加速器之所有釋放步驟中之污染排放物。藉此,亦可避免廢氣系統之過大觸媒劑(未圖示)及其過量過度加熱。 Thereby, the polluting emissions in all release steps of the accelerator are significantly reduced. Thereby, too large a catalyst (not shown) and its excessive overheating of the exhaust system can be avoided.
在內燃機之標準操作狀況下,亦即,在恆定汽油及/或加速步驟中,額外空氣導管28不輸送任何額外空氣流且因此不會修改內燃機之操作狀況。
Under standard operating conditions of the internal combustion engine, ie at constant petrol and/or acceleration steps, the
當提供旁通導管時,旁通導管不僅在釋放步驟中提供額外空氣流至內燃機,而是可經常提供額外空氣流至內燃機。 When a bypass duct is provided, the bypass duct not only provides an additional air flow to the internal combustion engine during the release step, but may often provide an additional air flow to the internal combustion engine.
此縮減的額外流動是作為根據內燃機之所有操作狀況而調整汽化器之操作,包括例如溫度及大氣壓力之邊界條件。換言之,當邊界條件改變時,額外空氣流使汽化器較不敏感,並且因此使內燃機的操作較為規律。 This reduced extra flow serves to adjust the operation of the carburetor according to all operating conditions of the internal combustion engine, including boundary conditions such as temperature and atmospheric pressure. In other words, the extra air flow makes the carburetor less sensitive when the boundary conditions change, and thus makes the operation of the internal combustion engine more regular.
因此,於汽油的關閉步驟中,本發明容許觸媒經常保持進給,亦即,正確地供應,藉以獲得一有效觸媒轉換。 Thus, the present invention allows the catalyst to always be kept fed, ie correctly supplied, during the shut-off step of gasoline, thereby obtaining an efficient catalyst conversion.
確切地,如果在關閉汽油的時,額外空氣流與泵浦箱中之油及燃 料剩餘物混合,只要內燃機之轉數不再足以產生保持開啟低壓(膜)閥之低壓時,燃燒室在汽油控制之釋放步驟中也維持啟動。 Specifically, if the extra air flow interacts with the oil and fuel in the pump tank when the gasoline is turned off The fuel residue is mixed, and the combustion chamber remains active during the gasoline-controlled release step as long as the engine speed is no longer sufficient to generate a low pressure to keep the low-pressure (membrane) valve open.
有利地是,第二閥(例如低壓閥)的操作是自動的但卻是機械類型,亦即第二閥藉由內燃機之操作所自然地管理,且因此其不需要昂貴及複雜的操作/致動控制。 Advantageously, the operation of the second valve, such as the low-pressure valve, is automatic but of the mechanical type, i.e. the second valve is managed naturally by the operation of the internal combustion engine, and therefore it does not require expensive and complicated operations/causes. motion control.
在由於節流閥形成的節流後而根據在主供應導管12中所自然地建立的低壓下,以及更容易地藉由節流閥之轉動與第二閥之位置之間的機械連接,而可發生自動化。
According to the low pressure naturally established in the
結果是一顯著的建構及調整簡化。 The result is a significant construction and adjustment simplification.
有利地是,主供應導管12與額外空氣導管28不是經由相同的過濾箱吸入空氣,而是經由兩個分離的空氣供應而吸入空氣。特別地,主供應導管12經由主空氣過濾器吸入空氣,而額外空氣導管經由其本身的第二空氣過濾器吸入空氣。藉此,經由主供應導管12供氣之供應系統不受到內燃機之脈動所影響。
Advantageously, the
本發明之燃料供應系統是可負擔的,使得且容許最佳化汽化器的操作,在加速器之釋放步驟中亦可最佳化,因此可顯著地降低污染排放物。 The fuel supply system of the present invention is affordable, enables and allows optimization of the operation of the carburetor, also in the release step of the accelerator, thus significantly reducing polluting emissions.
在符合於附帶且特定需求之目的下,熟於此技藝者可對於上述燃料供應系統及引擎進行許多的改變及轉化,而全部都包括後附之申請專利範圍所界定之本發明之範圍內。 Those skilled in the art can make many changes and transformations to the above-mentioned fuel supply system and engine, all of which are included within the scope of the present invention defined by the appended patent claims.
4‧‧‧燃料供應系統 4‧‧‧Fuel supply system
8‧‧‧內燃機 8‧‧‧internal combustion engine
12‧‧‧主供應導管 12‧‧‧Main Supply Conduit
16‧‧‧節流閥 16‧‧‧Throttle valve
20‧‧‧汽化器 20‧‧‧Vaporizer
24‧‧‧燃燒室 24‧‧‧combustion chamber
26‧‧‧泵浦箱 26‧‧‧Pump box
27‧‧‧主空氣過濾器 27‧‧‧Main Air Filter
28‧‧‧額外空氣導管 28‧‧‧Extra air duct
29‧‧‧汽缸 29‧‧‧Cylinder
32‧‧‧第二閥 32‧‧‧Second valve
36‧‧‧空氣過濾器 36‧‧‧air filter
40‧‧‧分導管 40‧‧‧Sub-conduit
44‧‧‧旁通導管 44‧‧‧Bypass conduit
48‧‧‧入口 48‧‧‧Entrance
Claims (13)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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IT102018000003141A IT201800003141A1 (en) | 2018-02-28 | 2018-02-28 | IMPROVED CARBURETOR FUEL SYSTEM FOR INTERNAL COMBUSTION ENGINE, INTERNAL COMBUSTION ENGINE AND RELATED MOTOR VEHICLE |
IT102018000003141 | 2018-02-28 |
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Publication Number | Publication Date |
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TW201940792A TW201940792A (en) | 2019-10-16 |
TWI804583B true TWI804583B (en) | 2023-06-11 |
Family
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Application Number | Title | Priority Date | Filing Date |
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TW108106649A TWI804583B (en) | 2018-02-28 | 2019-02-27 | Fuel supply system with improved carburetor for internal combustion engine, internal combustion engine and related motor vehicle |
Country Status (5)
Country | Link |
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EP (1) | EP3759334B1 (en) |
DK (1) | DK3759334T3 (en) |
IT (1) | IT201800003141A1 (en) |
TW (1) | TWI804583B (en) |
WO (1) | WO2019166939A1 (en) |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2169622A (en) * | 1937-11-23 | 1939-08-15 | Cevia Ab | Auxiliary air controller for internal combustion engines |
US4138974A (en) * | 1976-10-13 | 1979-02-13 | Toyo Kogyo Co., Ltd. | Air-fuel mixture intake system |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5852348Y2 (en) * | 1978-03-14 | 1983-11-29 | トヨタ自動車株式会社 | Air-fuel ratio control device during vehicle deceleration |
JPS59150968U (en) * | 1983-03-28 | 1984-10-09 | 日産自動車株式会社 | Internal combustion engine exhaust control device |
JP5977332B2 (en) * | 2011-04-15 | 2016-08-24 | フスクバルナ アクティエボラーグ | Carburetor system for carburetor engine |
-
2018
- 2018-02-28 IT IT102018000003141A patent/IT201800003141A1/en unknown
-
2019
- 2019-02-26 WO PCT/IB2019/051519 patent/WO2019166939A1/en unknown
- 2019-02-26 EP EP19721013.1A patent/EP3759334B1/en active Active
- 2019-02-26 DK DK19721013.1T patent/DK3759334T3/en active
- 2019-02-27 TW TW108106649A patent/TWI804583B/en active
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2169622A (en) * | 1937-11-23 | 1939-08-15 | Cevia Ab | Auxiliary air controller for internal combustion engines |
US4138974A (en) * | 1976-10-13 | 1979-02-13 | Toyo Kogyo Co., Ltd. | Air-fuel mixture intake system |
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Publication number | Publication date |
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EP3759334B1 (en) | 2022-01-19 |
WO2019166939A1 (en) | 2019-09-06 |
TW201940792A (en) | 2019-10-16 |
IT201800003141A1 (en) | 2019-08-28 |
DK3759334T3 (en) | 2022-02-14 |
EP3759334A1 (en) | 2021-01-06 |
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